Transmission operating mechanism



April 14, 1953 E. R. PRICE TRANSMISSION OPERATING MECHANISM 6 Sheets-Sheet 1 Filed July 31, 1947 INVENTOR. By EARL E. PEICE m lb A 7'7'0ENE Y April 14, 1953 E. R. PRICE TRANSMISSION OPERATING MECHANISM 6 Sheets-Sheet 5 Filed July 51, 1947 INVEN TOR A 7'TORNE Y April 14, 1953 E. R. PRICE 2,634,838

TRANSMISSION OPERATING MECHANISM Filed July 51, 1947 6 Sheets-Sheet 4 1- INVENTOR. EARL IE. PRICE I BY To MAN/FOLD.

April 14, 1953 E. R. PRICE 2,634,838

TRANSMISSION OPERATING MECHANISM Filed July 51, 1947 e Sheets-Sheet 5 I I. 90 \j HIIIIESF f7 4 2 I! {27 34 54a IE. P2105 April 14, 1953 E. R. PRICE 2,634,333

TRANSMISSION OPERATING MECHANISM Filed July 51,- 1947 s Sheets-Sheet s 34m E. Pezc'E Pa'tented Apr. 14, 1953 TRANSMISSION OPERATING MECHANISM Earl R. Price, South Bend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application July 31, 1947, Serial No. 765,077

14 Claims.

This invention relates in general to the power transmission mechanism of an automotive vehicle and in particular to means for operating the change speed transmission and the friction clutch of said mechanism.

One of the objects of my invention is to provide, in an automotive vehicle including a fluid coupling and a three speeds forward and reverse transmission, a simple mechanism, power operated in part, for operating said transmission, all of the settings thereof being effected by a manual operation of said mechanism if the driver desires to so operate the mechanism, and the second and high gear settings of the transmission, and the operation of the friction clutch to facilitate said settings, being effected by power means if the driver elects this operation of the mechanism.

A further object of my invention is to provide, in an automotive vehicle including a fluid coupling, a friction clutch, and a three speeds forward and reverse transmission, means for operating and for facilitating the operation of said transmission, said means including power means, comprising a single acting motor, which is automatically operable after the accelerator is released, to establish the transmission either in its second gear setting or its high gear setting depending upon the speed of the vehicle, the friction clutch being operated and the throttle being controlled by said motor to facilitate this operation of the transmission, the operation of the clutch and transmission being effected in one cycle of operations.

The principal object of my invention, however, is to improve upon the aforementioned transmission and clutch operating mechanism by so constructing said mechanism that the clutch remains disengaged after the second gear setting of the transmission has been established thereby preventing a creeping of the car which would otherwise result if the clutch were engaged when the car has proceeded to a stop.

Yet another object of my invention is to provide, in the power plant of an automotive vehicle including a fluid coupling, a friction clutch and a change speed transmission, power means operable in one cycle of operations, for alternately establishing the change speed transmission in first one and then the other of two of its settings depending upon the speed of the vehicle. With this mechanism the friction clutch of said power plant is operated to facilitate the operation of the transmission provided however that said clutch is not automatically reengaged after one of the two aforementioned operations of the transmission when the vehicle is traveling at or below a certain speed.

The above and other objects and features of the invention will appear more fully hereinafter from a consideration of the following description taken in connection with the accompanying drawings wherein two embodiments of the invention are illustrated by way of example.

Figure 1 is a diagrammatic view of my invention disclosing the principal features thereof;

Figure 2 is a wiring diagram of the electrical mechanism disclosed in Figure 1;

Figure 3 is a front view disclosing details of a part of the motor operated controls and also disclosing the accelerator operated switch of my invention;

Figure 4 is a side view of the mechanism disclosed in Figure 3;

Figure 5 is a sectional view, taken on the line 5-5 of Figure 7, disclosing details of the pressure differential operated motor of my invention;

Figure 6 is a view, partly in section and taken on the line 66 of Figure 7, disclosing details of the air transmitting ducts constituting part of the motor unit disclosed in Figures 5 and '7 Figure 7 is a view, largely in section, disclosing details of the solenoid operated valves for controlling the operation of the motor unit in Figure 5;

Figure 8 is an enlarged view of the mechanism at the base of the steering column, said mechanism serving to disconnect the shift lever from the power operated transmission operating linkage;

Figure 9 is a sectional view, taken on the line 99 of Figure 10, disclosing certain features of the mechanism disclosed in Figure 8;

Figure 10 is a front view, taken on the line lit-It of Figure 8, of the mechanism disclosed in Figure 8;

Figure 11 is a view disclosing details of the governor operated switch of the mechanism of my invention;

Figure 12 is a side view disclosing details of the alternator, that is, direction changing mechanism of my invention;

Figure 13 is a sectional view, taken on the line l3l3 of Figure 12, disclosing other details of said alternator; and

Figure 14 is a sectional view disclosing the details of the accelerator operated control switch mechanism.

Referring now to Figure 1 disclosing a preferred embodiment of my invention, a three speeds forward and reverse transmission IE9 is op- 3 erated by means of a manually operated crank I2 and a manually and power operated crank I4, the crank I2 serving to operate the shift rail selecting mechanism of the transmission and the crank I4 serving to operate that part of the transmission functioning to move the selected rail to establish the transmission in the desired gear ratio. With such a transmission the crank I4 must be moved to its transmission neutral position to neutralize the transmission before the shift rail selecting crank I2 may be operated.

My invention has to dowith the manually and power operated means for actuating the aforementioned transmission operating cranks I2 and I4, for operating the engine throttle I6 of the carburetor I1, and for operating a conventional friction clutch, not shown, said clutch including the usual driving and driven plates forced into engagement by clutch springs. The aforemen tioned transmission and the clutch as well as the hereinafter referred to fluid coupling are of conventional design, accordingly, no claim is made thereto and the same are not disclosed in the drawings. The mechanism of my invention also preferably includes, in the power plant of the vehicle, a fluid coupling such for example as that which was incorporated in several 1941 and 1942 passenger vehicles and said coupling includes an impeller and a vaned rotor the latter serving to drive the aforementioned driving plate of the clutch.

The friction clutch, not shown, is operably connected to a clutch throw-out shaft I to which is keyed a sleeve I9; and to a crank 20, fixedly secured to said sleeve, there is pivotally connected a rod 2I. The rod 2I is pivotally connected to a crank 22 which is keyed to a shaft 23 and upon one end of the latter shaft there is rotatably mounted a crank 24. The latter crank is yieldingly connected to a crank 25 by means of a spring 26; and to the crank 25 there is connected a sleeve 21 rotatably mounted on the shaft 23. The sleeve 2'! is operably connected to a crank 28, Figures 1 and 3, by means of a crank 29 fixedly secured to said sleeve, and a rod 30 which is pivotally connected to the cranks 28 and 29.

The sleeve 2'! is operably connected to a piston 3I of a pressure differential operated motor 32, by means of a two-armed crank 33 fixedly connected to said sleeve; and by means of a rod 34 pivotally connected at one of its ends to the longer arm of the crank 33 and secured at its other end to said piston. The shorter of the two arms of the crank 33 abuts a pin 35 which is rotatably mounted, at one of its ends, in one end of a rod 36 said rod being connected at its other end, by a lost motion connection 31, to a manually operable clutch pedal 38. This pedal, constructed as a two-armed crank member, is rotatably mounted on the shaft I8 and is fixedly secured to a sleeve 38 which is also rotatably mounted on said shaft. The other end of the pin 35 is pivotally connected to a crank 39 which is keyed to the shaft 23. I

There is thus provided manually and power operated means for operating the clutch, the clutch pedal 38, by virtue of the operation of the lost motion connection 31, remaining stationary when the motor 32 is energized to disengage the clutch.

Describing now the connection between the motor 32 and the transmission operated crank I4, as is described above the piston 3| of said motor is operably connected to the crank 24;

4 and said crank 24 is connected to the transmission operating crank I4 by means of an alternator, that is, direction changing mechanism indicated as a whole in Figure 1, by the reference numeral 86.

Describing now the details of the alternator 86, the same includes a casing I02, Figure 12 of two parts I04 and I06. To the casing part I06 there is detachably secured by bolts I08 a plate IIO having a V-shaped guide slot II2 therein, and a thrust member H4 adjustably secured at II6 to a link 88 and positioned between a strap H8 and the outer face of the plate III], is provided with a laterally extending pin I20 which extends through the aforementioned V-shaped slot. To the outer end of a rotatable shaft I22 journalled in a boss I24 extending from the casing part I06 there is drivably connected a crank 98, Figure 1; and to the inner end of the shaft I22 there is drivably connected a bell crank lever I26. To one end of the latterlever there is pivotally connected a high gear thrust link I28 Which is recessed at its outer end to receive the pin I20; and to the other end of the lever I26 there is pivotally connected a second gear thrust link I30 which is also recessed at its outer end to receive the pin I20; and the two thrust links are biased towards each other into contact with a guide roller I3I by a spring I32 connected to both of said links.

An important feature of my invention lies in the provision of a solenoid IOI secured by brack; et I03 within the alternator casing. A pin I05 operated by the armature of said solenoid is pivotally connected to the high gear thrust link I28, all as disclosed in Figure 12 and as will be described in greater detail hereinafter. When the solenoid IOI is energized, an operation which is effected when the accelerator is released and the vehicle is traveling below governor speed, the high gear thrust link I28 is rotated downwardly and out of the way of the pin I20 thereby preventing the thrust member I III. from latching with the link I 28 to effect a high gear setting of the transmission.

Describing the operation of the above described alternator 86, when the fluid pressure motor 32 is tie-energized a return spring 5| connected to the crank 24, serves to move the link 88 and thrust member IIA connected thereto to the left, Figure 12, toposition the pin I20 with? in a recess I36 constituting the apex of the aforementioned V-shaped guide slot II2; then when the motor 32 is energized to effect an operation of the transmission and clutch, the pin I20, after moving a relatively short distance, rests within the recessed end of one or the other of the thrust links I28 and I30, depending upon whether the transmission is at the time established in second gear or in high gear. Continued movement of the thrust member IIH then results in a rota,- tion of the lever I26 to rotate the crank 98 to establish the transmission in its new setting; and as will be noted from an inspection of Figure 12 this operation of the lever 33 serves to bodily move the then inoperative thrust link into position preparatory for its operation to rotate the lever I26.

A spring I01 may be included 'in the mechanism said spring serving to bias the thrust meme ber II4 upwardly, Figure 12. As to the function of the spring I0'I should the motor 32 be deenergized during its operation of establishing the transmission in its second gear setting, that is, de-energized when the piston 50 is in its mid-- stroke position during this operation; then by virtue of the spring I01 the subsequent re-energization of said motor will result in the completion of the second gear setting of the transmission.

There is thus provided an alternator that is, direction changing mechanism whereby the transmission operating angular movement of the crank I4 is alternately reversed with each successive operative movement of the crank I26.

Describing now that part of the mechanism of myinvention which is actuated by a manually operated gear shift lever 52, Figure 1, said mechanism includes a rotatable and bodily movable shaft 32' extending alongside the steering column 34 of the vehicle. As is disclosed in Figures 1, 8 and 9, the shaft 32' is biased downwardly by a spring 35 positioned between a stop 38' mounted on the steering column and a crank member 40' which is operably connected to said shaft by means of a clutch mechanism 42' described hereinafter. The shift lever 52 mounted beneath the steering wheel 45 is so connected to the shaft 32' that a rotation of said lever in a plane parallel to said wheel effects a rotation of said shaft about its longitudinal axis in the operation of either neutralizing the transmission or establishing the same in a gear setting; and this connection between the shift lever and shaft 32' is also such that the cross-shift movement of the shift lever, that is the movement in a plane perpendicular to the plane of the steering column, results in a movement of the shaft 32 to either efiect a shift rail selecting operation of the crank I2 or effect a declutching operation of the clutch 42' and a closing of a selector switch 41 to prepare the mechanism for its power operation. Describing the aforementioned clutch mechanism 42, said mechanism includes a member 44 sleeved over the lower end of the shaft 32', said member being permanently secured in place to the crank 40. The lower end portion of the member 44' is provided with a flange 46' which is recessed at 48, Figure 8, to provide a keyway for a key portion 50 of a spool-shaped end portion of a clutch member 52, said member being sleeved over and drivably connected by splines 54' to the end portion 56 of the shaft 32. A nut 58, threaded on the end of the shaft portion 56, serves as a stop for the clutch mechanism which is biased downwardly by the operation of the spring 35'.

The upper arm 60' of a bell crank lever 52' fits within the spool-shaped portion of the clutch member 52' and the lower arm 64' of said lever is pivotally connected, by a link 66', to the shift rail selecting crank I2. As is disclosed in Figure 8, the spring 36' serves to bias the clutch 42' and shaft 32 as a unit downwardly, the movement being limited by a stop 63', Figure 9, constituting a part of a steering column mounted bracket member 15; and in this position of the clutch 42' the shift rail selector crank I2 is actuated to prepare the transmission for either a second gear or high gear operation, said operation of course depending upon the subsequent actuation of the shift rail operating crank I4. To actuate the crank I2 to prepare the transmission for either a low gear or reverse gear operation, that is, a selection of the the low and reverse gear shift rail of the transmission, the driver lifts the shift lever 52 upwardly in a plane perpendicular to the plane of the steering wheel; and this operation serves to rotate the bell crank lever 62' in a counterclockwise direction, Figure 8, the spring 36 being compressed and the flange 46, Figure 9, being moved into engagement with the stop 68'. To actuate the shift rail operating crank I4 to neutralize the transmission or establish the same in any one of its four gear ratio settings, the driver rotates the shift lever 52 in a plane parallel to the plane of the steering wheel thereby effecting an angular movement of the crank 40 which is preferably connected to the crank I4 by force transmitting means including link 12', the aforementioned three-armed lever 43 and the link 44. There is thus provided, by the above described mechanism, means for manually operating a three speeds forward and reverse transmission; and in this manual operation of the transmission the shift lever 52 is movable to six different positions, said selective movement outlining the letter H.

Referring now to Figures 3 and 4 there is disclosed therein details of certain other controls of the mechanism disclosed in Figure 1. A support member 55 serves as a mounting for a shaft 51 and a shaft 59 said shafts being journalled in the Sides of said support member. The shaft 59 is operably connected to the throttle valve I6 by cranks and 82 and a link 83. A two-armed crank 60, rotatably mounted on the shaft 59 and operably connected to the accelerator 62 of the car by a link 64 is provided with a laterally extending flange 68 Within which is adjustably mounted stop member 68. This stop member is biased, by the operation of an accelerator return spring 69, into engagement with a flange member 12 extending laterally from a U-shaped fitting 13 fixedly secured to the shaft 59. From the fitting 13 there extends a flange 14 which is provided at its end with a roller member 15. This roller member is contacted by a cam 11 which is fixedly mounted on the shaft 51; and mounted alongside the cam 11 there is provided a support 18 which is also fixedly mounted on the shaft 51. There is adjustably mounted in the support 18 a set screw 19 adapted at its inner end to contact a U-shaped member 84 which is rotatably mounted on the shaft 51 and which is biased clockwise into engagement with the set screw 19 by a spring 85. A cam 86, secured to the member 84, contacts a pin 81 extending from the movable contact, not shown, of a breaker switch 9; and this contact is biased, by a spring, not shown, to its switch open position and is moved to its switch closed position by the spring operated cam 86 which is shaped to effect a closing of the switch during a part of the clutch engaging movement of the motor piston 3 I. There is provided by the switch 9 and the cam means for operating the same, means for controlling the operation of a choke valve operating solenoid I35, Figure '7, to effect a controlled clutch engaging operation of the motor 32. The parts, including the contour of the face of the cam 86, are preferably so constructed and arranged and so operative that the solenoid I35 is energized, to move a valve member I3I away from a seat I31, during the clutch engaging movement of the piston 3| said operation being eifected just as the piston reaches the point of clutch plate contact; and as stated above the parts are also so constructed and arranged and so operative that the switch 9 is subsequently opened, to effect a de-energization of the solenoid I35, during said clutch engaging movement of said piston. When the valve I3I is moved off of a seat I39, Figure 7, air rushes into the motor 32 at a relatively high rate to thereby effect a relatively rapid clutch engaging movement of the clutch driven plate, and when the valve I3I is seated, as is disclosed in Figure 7, air flows into the motor 32 via a relatively small opening Ill. The solenoid I35 and valve e n iorcontro ins theoser tien 9f the motor, 32, are described in rea d tail her in: after.

Continuingthe description of the mechanism disclosed in Eigure3 a coil spring 89, sleeved over the hub of the crank 60, is connected at one of its ends 90 to themember 13 and the other end of said spring abuts the outer face of the flange 66 on said crank. There is thus provid ed by the spring 89 and cooperating parts in,- cluding the cam 11, means, interconnecting the accelerator and throttle whereby the accelerator may be depressed without efiecting an opening of the throttle when the motor 32 is energized to successively disengage the clutch and operate the transmission; for with the first increment of clutch disengaging movement of the piston 3 I, the cam 1.1 is rotated counter-clockwise, Figure 4, thereby providing, :by its end portion A, B a stoplto prevent a clockwise rotation, that is throt: tle opening movement, of the accelerator operated flange 14. 'And it is to be noted at this June? ture'that when the accelerator is depressed to cock the spring 89 and the motor 32 is de-ener= gized to effect a re-engagement of the clutch, the cam 11 is rotated clockwise, Figure 1,.to effect a controlled opening .cf, the throttle as the clutch plates move into contact with each other, a segment B,-C of'said cam being shaped to efiect this'operation. Preferablyall points along the segment A, B of the cam 11 are equally distant from the center of rotation of said cam"; and the radius of the cam from the point B to the point C progressively decreases. There is thus provided, by the operation of the sector A, B of the cam 11,a stop means operative to prevent an opening of the throttle when the clutch is being disengaged and during the engagement of the clutch as the driven clutch plate moves up to a point just short of engagement with the driving clutch plate; and the subsequent operation of the seg'm'ent B, C of said cam serves to make possible a progressively increased opening of the throttle, by the operation of the accelerator loaded spring 89, as" the clutch plates move into driving engagement with each other.

Completing th'e'description of the mechanism of Figure 3 a switch operating member 9 I, ro tatablymounted on the shaft 51, is biased, by a coil spring'ilg, to rotate counter-clockwise direction, Figure 4; and the lower end of the member QI is adjustably connected to the upper arm of the two 'armed crankfifl'by means of aset screw 91 which is adjustably mounted on the member 9I. The upper end of the switch operating mern': ber 9I abuts thelower end of a pin 94 whichis connected to the movable contact of breaker switches I86 and I81, Figure 14, The breaker switch 9 is of standard construction, accordingly the same is not disclosed in detail. This switch preferably includes a movable contact and a fixed contact, the movable contact being biased to its switch open position by a spring within the switch; and in the case of the accelerator operated switches I85 and I81 springs 95 and 95' are overcome, to close said switches, by the opera: tion of the accelerator return spring 59. In other words the switches I66 and I81 are closed when the driver removes his foot from the ac celerator to closethe throttle. A

The valve means for controlling the operation of the motor 32 is diS GlQsed in detail in Figure I and includes a three way valve unit 99 and a choke valve unit IIJI. Both units are housed wi h n a were .lflfilp e hl maime e t e qa' ne the mot r 3? lhece ne It i eet: ta ly port d a [05- rd ide a y nt o e at: members a I 26v t r e ve a d c I 5 ead g o apn r l cm a tm m .I I of th moto nd a II3 to receive a conduit II5 leading to the in;- ta e ,men sld of t e i rnal c b ion engi Qt t eave i le o ethe r u c b c m e thr e wa a e t .99 nclude a alve mbe Ill :onera ly conne ted the armature '19 O a olen id I?! which is secure to h as n I03- When the solenoid I2 I is energized the valve member II1 is moved downwardly, Figure 1, to leave a seat I23 and abut a seat I25; and when said solenoid is de-energized a spring I21 serves to return the valve member to its seat I23. The choke valve unit IGI includes the aforementioned valve member I3I which is operably connected to the armature I33 of a solenoid I35 secured to the valve casing I93. As previously briefly described when the solenoid I35 is energized the valve member I3I is moved off of aseat I31 onto a seat I39; and when the solenoid I35 is de-energized a spring I GI serves to return the valve member I3I to its seat I31. The electrical means for controlling the operation of the solenoids I2I and I35 constitutes an important feature of my invention, said electrical means being disclosed in Figure 2. Describing this control means a movable contact I41, Figure 11, of a single pole double throw switch I43 operated by a vehicle speed responsive centrifugally operated governor I45 is electrically connected, by a conductor I44, with the grounded accelerator operated switch I86, said switch being disclosed in detail in Figure 14. The switch I86 is closed by the spring 95 when the accelerator is released. A fixed contact I59 of the switch I43 is connected, b a conductor I63, with a fixed contact I of a motor operated selector switch I69, Figure 1, and a fixed contact I 51 of the switch I43 is connected, by a conductor IBI, with a fixed contact I61 of the switch I 69. A movable contact member H] of the switch I 69 is at all times in contact with a fixed contact I15 which is electrically connected with the solenoid I2I by a conductor I11 a conductor I16 provides a shunt circuit to interconnect the fixed contact I61 with the conductor I11. The contacts I65 and HI, con tact I1! and a fixed'contact I19 and the contacts I61 and I'll of the switch mechanism I69 provide three separate switches; and the movablecontact I1I is so connected with the transmission operating crank [I4 that the switch I61, I is closed when the transmission is established in its high gear setting; the switch I 65, I'll is closed when the transmission is established in its second gear setting; and the switch I1I, I19 is closed except when the transmission is completely, or substantially completely established in either its second or high gear setting.

Completing the description of the electrical controls of Figure 2, the fixed contact I19 of switch I69 is grounded by a conductor I18;'the

grounded clutch control bleed'valvesolenoid I35,

is electrically connected'in series witha grounded battery I89, the oonv entional ignition switch I8I of the electrical controls ofthe power plant, the shift lever operated selector switch 41, the accelerator operated switch I81 which is closed when the accelerator is released, and the clutch bt perated switch 9; the three-way valve operating solenoid 'I2I is electrically connected in series with the selector switch 41, the ignition sw tch I8I and grounded battery I86; and the aigementiqned ernate? swe i el s W is electrically connected in series with the grounded battery I80, the ignition switch I8I, the selector switch 41, the governor operated switch I41, I and the grounded accelerator operated switch I36.

Describing now the complete operation of the mechanism of my invention, and incidentally completing the description of the parts of said mechanism not heretofore described, it will be assumed that the three speeds forward and reverse transmission It is neutralized and that the car is at a standstill with the engine idling, thereby making of the intake manifold of said engine a source of vacuum. The driver will then probably wish to establish the transmission in its low gear setting whereupon he Will first manually depress the clutch pedal 38 to disengage the clutch and will then operate the shift lever 52 to manually effect said setting. The accelerator will then be depressed as the clutch is re-engaged to get the car under way; and after the desired car speed is reached, the shift lever and clutch pedal are again operated to establish the transmission in its second gear setting. The car being then under way in second gear at the desired speed, the driver will probably wish to be relieved of the operation of the transmission and clutch; accordingly, to effect this result he will manually disengage the clutch and then move the shift lever to its automatic position, that is, one of the six selective positions of said lever. Describing the latter operation the shift lever 52, which at the time is in its second gear setting, is rotated downwardly that is angularly in a clockwise direction in a plane perpendicular to the plane of the steering wheel; and this operation serve to bodily move the shaft 32 downwardly until a switch operating member 224, Figure 8, is in contact with the switch li'I to close the same. This operation constitutes a declutching operation the clutch mechanism 42', the clutch member 52 moving away from the clutch member 44' the movement of the latter being prevented by the stop 68.

Referring to Figures 8 and 10 there is disclosed a latch mechanism for holding the shift lever in its automatic position, said mechanism including a relatively narrow rectangular shaped support member 228 preferably detachably secured to the bracket member 16' by a bolt 230; and there is mounted on said support member, by means of a guide pin 232, a bolt 234, and a spring 236, a movable latch member 238 shaped at its outer end to provide a relatively narrow stop member 256. Now when the shift lever 52 is moved to its automatic position a relatively narrow wedge-shaped flange portion 242 of the member 238 is rocked and/or bodily lifted, against the tension of the spring 236, by the camming action of a wedge-shaped peripheral edge portion 244 of a stop member 246 which is secured to the pin 56', Figure 9, between the lower flange portion of the clutch member 52' and the nut 58; and this operation serves to position said peripheral edge portion 244 in the space indicated by the reference numeral 248, Figure 8. Incidentally the shift rail selecting mechanism of the transmission and the cooperating transmission parts are so constructed that the crank 62' may be moved beyond its second and high shift rail selective position in effecting the above described automatic settin of the shift lever.

.Now at this juncture .it is to be noted, from the member 250 will clear the member 240 be-' fore the shift lever may be moved downwardly to its automatic position, that is, the position to close the switch 41; and it becomes apparent from the above description that the parts of the mechanism are so constructed and arranged that this automatic setting of the shift lever may only be effected after said shift lever has been moved to establish the transmission in its second gear setting. Referring to Figure 10 of the drawings in this position of the parts, that is the second gear setting, a stop 254 on the member 246 will contact the side of the members 228 and 238 and the stop member 250 will be positioned to the right of the member 240. Completing the description of the member 246 a stop 256 is provided thereon to contact one side of the members 288 and 238 when the shift lever is moved to either its low or high gear position.

Continuing the description of the operation of the mechanism the driver having moved the shift lever to its automatic position and assuming that the car is traveling above governor speed to close the switch I41, I59, Figure 11, the transmission Will then be automatically established in its high gear setting after the driver releases the accelerator to close the switch I86; for with this operation an electrical circuit is completed via the grounded battery I 86, the ignition switch IBI, the then closed selector switch 41, the solenoid I2 I, the switch I41, I59 of the governor operated switch I43, the switch I65, III of the switch mechanism I69, and the grounded accelerator operated switch I86. The resulting operation of the three way valve 99, Figure 7, effects an energization of the motor 32 the piston 3I of the said motor being then subjected to a differential of pressures to move the same to the left, Figures 1 and 5. The right side of the piston 3I is at all times subjected to the pressure of the atmosphere via screened openings 3I' in one end of the motor 32; and the left side of said piston, that is, the side constituting a Wall of the compartment III, is subjected to a relatively low gaseous pressure when the three way valve 99 is opened to interconnect said compartment with the intake manifold or other source of vacuum. When the latter valve is closed, that is, when the solenoid IZI is de-energized, the compartment III is vented to the atmosphere through said valve and the spring 50 Within said compartment is then operative to move the piston 3I to the right, Figure 1, to permit a re-engagement of the friction clutc by the operation of its springs. Describing now the clutch disengaging, transmission operating and throttle controlling operation of the motor 32, the above referred to leftward movement of the piston 3I serves, during the first increment of movement of the piston, to rotate the crank 20 to disengage the clutch and rotate the cam 'II counterclockwise to bring the stop portion A, B of said cam opposenses 4 11 site the accelerator operated crank i l; and as this operation islbeing effected the spring 26 is expanded inasmuch as the rod M can not be moved to operate the transmission until after the driving torque is reversed, that is, until after the clutch is disengaged. Now immediatelyafter the clutch plates are moved out of contact with each other to reverse the driving torque the above described force transmitting means interconnecting the spring loaded crank '24 and the crank It becomes operative to move the latter crank and establish the transmission in its high gear setting; andas this operation of the transmission is being completed the transmission switch IE9 is operated to make the switch I61, I'Ii and to break the switch III', I79, The switch I65, I'i'I, is broken during the ffirst increment of movement of the piston 50; and the switch I'll, [i9 and its connection with the circuit between the switch 186 and the, battery insures a completion of the high gear transmission operating operation of the'motor 32 onceinitiated and despite a certain operation of the governor operated switch I43 which breaks the electrical connection between the switches I86 and IE9 during said operation. The latter operation of the switch m3 is effected if the car brakes are suddenly applied to bring the car down below gov rnor speed as the motor 32 is operatingto establish the high gear setting of the transmission. If this unusualoperation of the mechanism is effected then the driver, in order to effect a reengage- .ment of the clutch after thetransmissionis established in high gear, must depress the accelerator to .open thesvvitch ['86 after the switch It],

IH is closed. -Now the breaking of the switch 185 results in 1a de-energizatio'n, of the solenoid I-2I and as described above this results in a deenergiz'ation of the motor 32 to initiate apreselecting operation of the alternator, and a controlled opening I of the throttle.

The transmission will now remain in its high gear setting until the accelerator is again released whereupon the motor 32 will again be energized to establish the transmission .in its second gear setting and .to operate the clutch and throttle to facilitate'said operation.

. If the car is then brought to a stop the mechanism of my invention will be operated to establish the transmission in its second. gear setitinghowever after this particular settingji's effected the motor 32 will not be automatically deenergized to reengage the clutch and operate the alternator 86; for as will be noted from an inspection of the electrical mechanism of Figure 2, the conductor I16 interconnecting theconductor I11 and the fixed contact ISL-serves to maintain the electrical circuit effecting .an ,en-

erization of the solenoid 'I2I. Thuswiththe accelerator released and the car travelling below governor speed or at a standstill, the motor 32 remains energized to maintain the clutch disengaged thereby preventing a fluid coupling operated creeping of the car which would result if the clutch were engaged; however, the driver may at this time effect a reengagement of the clutch by depressing the accelerator thereby opening the switch I86 and breaking the electrical circuit .to the solenoid I2I; and this operation will effect .a clutch engaging operation of the motor 32 to resume the iorward motion of the ,car. If the driver should then release the accelerator before the governorspeed 'is'exceeded, the

pin I from engaging with thehigh gear thrust means including va pressure differential operated link 1'28, thereby preventing a "high gear operation of the power means of my invention. The spring Iill will at this time serve to keep the pin I29 in the upper portion of the V'slot i I2 of Figure 12.

There is thus provided by the mechanism of my invention a relatively simple manually and power operated means for operating the three speeds forward and reverse transmission of an automotive vehicle, the friction clutch of the vehicle and the throttle also being operated by said means to facilitate the operation of the transmission. With the mechanism of my invention, the transmission may be completely manually operated; and if the driver desires an automatic operation of the transmission, he merely has to placethe shift lever in a certain position whereupon the motor 32 takes over the operation to shuttiethe transmission back and forth between its second and high gear settings, the clutchand throttle being operated to facilitate these operations; and the fluid coupling of the power plant also facilitates said operations.

The electrical controls of my invention, Fig- .ure 2,,including the series connected grounded accelerator switch I 86, the governor operated single pole double throw switch I43, the motor operated selector switch mechanism I69, and the motor. controlling solenoid IZ I, provide a simple and effective means for controlling the operation of the clutch, transmission and throttle controlling motor 32. It is to be noted that the switch I69 preselects the succeeding operation of the electrical controls and that the provision .of the switch 11 I, I?!) in the "controls insures a completion. of .the operation of the motor once initiated. The controls of Figures 3 and 4 provide means for efiecting a stage clutch engaging operation of the motor 32 if the accelerator remains closed during the operation of the mechanism; however if the accelerator is depressed during said operationithen the cam l'l comes into play to control the opening of the throttle.

However the most important feature of my invention lies in themeans, including the shunt scircuitflt and the solenoid IOI, for preventing an automatic operation of the power mechanism to re-engage the clutch after the transmission has been established in its second gear setting, thereby preventing a fluid coupling operated creep of the vehicle; and said means also serves to disable the alternator 86 thereby preventing a high gear operationof the mechanism fshouldthe accelerator be depressed and then released when the vehicle is travelling below governor speed, that is, below the speed necessary to eifect the aforementioned second gear setting of the transmission.

Although onlyone embodiment of the invention has been illustrated and described, various changes in the form and relative arrangements of the parts may be made 'to suit requirements.

I claim:

v 1. In an automotive vehicle provided with an accelerator, a three speeds forward and reverse transmission and a friction clutch; means for op- .erating'said transmission to alternately establish thesame in first one and then the other of two of its settings and for operating the clutch to facilitatethe'operation of said transmission, said motor operably connected to the clutch and transmission, valve means for controlling the operationof said motor, and'electrical means for controlling the operation-of said valve means ineluding a valve operating solenoid, a grounded accelerator operated switch, a governor operated single pole double throw switch having its movable contact wired to the accelerator operated switch, a switch operated by the motor, said switch being wired to the governor operated switch and to the solenoid, a manually operated selector switch and a grounded battery, the solenoid, battery and four switches being electrically connected in series with each other.

2. In an automotive vehicle provided with an accelerator, a three speeds forward and reverse transmission and a friction clutch; means for operating said transmission to alternately establish the same in first one and then the other of two of its settings and for operating the clutch to facilitate the operation of said transmission, said means including a pressure differential operated motor operably connected to the clutch and transmission, valve means for controlling the operation of said motor, and electrical means for controlling the operation of said valve means including a valve operating solenoid, an accelerator operated switch, a governor operated single pole double throw switch having its movable contact wired to the accelerator operated switch, a switch operated by the motor including four fixed contacts and a movable contact for selectively interconnecting one of said fixed contacts with any of the three remaining fixed contacts, a manually operated selector switch and a grounded battery, said solenoid, battery and switches being electrically connected in series with each other.

3. In an automotive vehicle provided with a three speeds forward and reverse transmission, an accelerator and a gear shift lever; manually and power operated means for operating the transmission including a pressure dilferential operated motor operable to establish said transmission in its second and high gear settings, a vehicle speed responsive governor, valve means for controlling the operation of said motor, and interconnected electrical means for controlling the operation of said valve means, said electrical means including a solenoid, a gear shift lever operated switch, an accelerator operated switch, a switch operated by the aforementioned governor, and a motor operated switch, said transmission operated switch being operative, once the aforementioned switches are operated to effect an energization of said solenoid, to insure a continuance of the energizati-on of said solenoid until the motor has completed its operation of establishing the transmission in gear and despite an operation of the governor operated switch to break the electrical connection to said solenoid during said operation of the motor.

4. In an automotive vehicle provided with a three speeds forward and reverse transmission, an accelerator and a gear shift lever; manually and power operated means for o erating the transmission including a pressure differential operated motor operable to establish said transmission in its second and high gear settings, a vehicle speed responsive governor, valve means for controlling the operation of said motor, and interconnected electrical means for controlling the operation of said valve means including a solenoid, a gear shift lever operated switch, an accelerator operated switch, a switch operated by the aforementioned governor, and a switch operated by the motor and including a plurality of fixed contacts and a movable contact, two of the fixed contacts being electrically connected to the governor operated switch and another of said fixed contacts being wired directly to the solenoid.

5. In an automotive vehicle provided with a three speeds forward and reverse transmission, an accelerator and a gear shift lever; manually and power operated means for operating said transmission including a pressure differential operated motor, a crank extending from the transmission casing said crank, when actuated subsequent to a cross-shaft setting ofthe transmission, serving to establish the transmission either in its second gear setting or its high gear setting; means interconnecting the crank with the power element of the motor and operative, by an operation of the motor, to alternate the direction of angular movement of said crank to thereby effect the aforementioned successive second and high gear operations of the transmission, valve means for controlling the operation of said motor, a solenoid for actuating said valve means, and means for controlling the operation of said solenoid including a vehicle speed responsive governor, a switch mechanism operated by said governor, an accelerator operated switch, a gear shift lever operated selector switch, and a switch mechanism operated by said crank and cooperating with the aforementioned switch mechanisms to effect an energization of the solenoid to thereby effect an operation of the motor, the parts of the crank operated switch mechanism being so constructed and arranged and so electrically connected with the governor operated switch mecha-- nism and the solenoid that the latter once energized, remains energized until the transmission is established in gear whereupon the solenoid is de-energized to effect a de-energization of the motor and thereby prepare the mechanism for another cycle of operations.

6. Power and manually operated means for operating the three speeds forward and reverse transmission of an automotive vehicle, said means comprising a throttle operating member, a vehicle speed responsive governor, a gear shift lever and a crank operably connected to the transmission and movable to one or the other of two positions to establish the transmission in certain settings, a pressure differential operated motor comprising a cylinder and a power element, force transmitting means, including a direction reversing means, interconnecting said power element and crank, -a spring within the cylinder operable, when the motor is de-energized, to operate the force transmitting means to prepare said means for a subsequent transmission operating actuation of the crank, valve means for controlling the operation of said motor, means for actuating said valve means including a solenoid, and electrical means for controlling the operation of said solenoid including a switch operated by the throttle operating member, a selector switch operated by the gear shift lever, a switch operated by the governor and a switch operated by the crank, said switches being so constructed and so electrically interconnected that with a closure of the switch operated by the throttle operating member, a closure of the gear shift lever operated switch and a closure of the governor operated switch, the solenoid is energized and remains energized until the motor has completed its operation of establishing the transmission in gear, the transmission operating switch serving as the latter operation is being completed, to preselect an electrical circuit to prepare the electrical means for a subsequent operation of the solenoid, said preselecting operation also serving to break the electrical first one and then the other of two of its settings,

the friction clutch of the vehicle being automatically operated by said mechanism to facilitate said operations of the transmission, one of the settings of the transmission being effected when the speed of the vehicle is reduced to a certain factor and the other of said settings being effected when the speed of the vehicle is increased to a certain factor, said mechanism including a single acting transmission and clutch operating motor, valve means for controlling the operation of said motor, force transmitting means, including a, direction changing mechanism, interconnecting the power element of the motor with a part of the transmission, and electrical means for controlling the operation of said valve means including a manually operated switch, a single pole double throw governor operated switch, electrical means interconnecting the latter two switches, a selector switch operated 'by the motor and including two fixed contacts and a movable contact, one of said fixed contacts being grounded and the other fixed contact being electrically connected to one of the fixed contacts of the governor operated switch, electrical means connecting, in series, the movable contact, a valve operated solenoid, a manually operated selector switch, and a battery, electrical conductor means connecting the solenoid with one of the fixed contacts :of the governor operated switch, and a solenoid for-operating the direction changing mechanism to disable said mechanism when the transmission is established in its second gear setting and the governor opera-ted switch is established in one of its settings.

-8. Mechanism for establishing the change speed transmission of an automotive vehicle in first one and then the other of two of its settings, the friction clutch of the vehicle being automatically operated by said mechanism to facilitate said operations of the transmission, One of the settings of the transmission being effected when the speed of the vehicle is reduced to a certain factor and the other of 'said settings being effected when the speed of the vehicleis increased to a certain factor, said mechanism including a single acting transmission and clutch operating motor, valve means for controlling the operation of said motor, force transmitting means, including a direction changing mechanism, interconnecting the power element of the motor with a part of the transmission, and electrical means for controlling the operation of said valve means including a manually operated switch, a single pole double throw governor operated switch, electrical means interconnecting the latter two switches, a selector switch operated by the motor and including two fixed contacts and a movable contact, one of said fixed contacts being grounded and the other fixed contact being electrically connected to one of the fixed contacts of the governor operated switch, electrical means connecting, in "series, the movable contact, a valve operated solenoid, -a manually operated selector switch,and a battery, electrical conductor means connecting the solenoid with one of the fixed contacts of the governor operated switch, a solenoid foroperating-thedirection changing mechanism to disable said mechanism when the trans- --mis'sion is established in;second gearxsetting and the governor foperated switch established 16 in one of its settings, and means for controlling the clutch engaging operation of the motor to effect a stage engagement of the clutch.

9. Mechanism for alternately effecting first one and then the other of two settings of a change speed transmission and for operating a friction clutch to facilitate said operation including a fluid pressure motor and an alternator mechanism interconnecting the motor and transmission, valve means for controlling the operation of said motor, and electrical means for controlling the operation of said valve means including a single pole double throw governor controlled switch, a manually operated switch electrically connected with the movable contact of the governor controlled switch, a power operated selector switch including a movable contact and a plurality of fixed contacts electrically connected to the governor operated switch, electrical means. including a battery and a valve operating solenoid, electrically connected in series with the movable contact of the selector switch, and electromagnetic means for controlling the operation of the alternator mechanism when the governor operated switch is established in a certain setting.

10. Mechanism for establishing the change speed transmission of an automotive vehicle in first one and then the other of two of its settings, the friction clutch of the vehicle being automatically operated by said mechanism to facilitate said operations of the transmissions, one of the disengaging operations, followed by one of the settings of the transmission, being effected when the speed of the vehicle is reduced to a certain factor and the other of said settings of the trans-,- mission, facilitated by a, complete operation of the clutch, being automatically effected when the speed of the vehicle is increased to a certain factor, said mechanism including a single acting transmission and clutch operating motor, valve means for controlling the operation of said motor, force transmitting means, including a direction changing mechanism, interconnecting the power element of the motor with a part of the transmission, said direction changing mechanism being disabled when the speed of the vehicle is reduced to or below the first mentioned factor, and electrical means for controlling the operation of the valve means and the direction changing mechanism including a manually operated switch, a single pole double throw governor operated switch, a selector switch mechanism operated by the motor and a valve operating solenoid electrically connected in series with each other, and further including a solenoid for operating a part of the direction changing mechamsm.

l1. Mechanism for establishing the change speed transmission of an automotive vehicle in first one and then the other of two of its settings, the friction clutch of the vehicle being automatically operated by said mechanism to facilitate said operations of the transmission, one of the settings of the transmission being effected when the speed of the vehicle is reduced to a certain factor and the other of said settings being effected when the speed of the vehicle is increased toacertain factor, said mechanism including a single acting transmission and clutch operating motor operably connected-to the clutch and to the transmission, valve means for controlling the operation of said motor, force transmitting means, including a direction changing and electrical means for controlling the operation of said valve means including a grounded manually operated switch, a single pole double throw governor operated switch comprising a plurality of fixed contacts, electrical means interconnecting the latter two switches, a selector switch operated by the motor including a plurality of fixed contacts and a movable contact, one of said fixed contacts being grounded, another of said fixed contacts being electrically connected to one of the fixed contacts of the governor operated switch and another of said fixed contacts being electrically connected to another of the fixed contacts of the governor operated switch, a valve operating solenoid, a grounded battery, electrical conductor means interconnecting a fixed contact of the motor operated selector switch, the solenoid and the battery;- and other electrical conductor means interconnecting one of the fixed contacts of the latter switch with a part of the last mentioned electrical conductor means.

12. Mechanism for establishing the change speed transmission of an automotive vehicle in first one and then the other of two of its settings, the friction clutch of the vehicle being automatically operated by said mechanism to iacilitate said operations of the transmission, one of the settings of the transmission being effectjed when the speed of the vehicle is reduced to a certain factor and the other of said settings being efiected when the speed of the vehicle is increased to a certain factor, said mechanism including a single acting transmission and clutch operating motor, valve means for controlling the operation of said motor, force transmitting means, including a direction changing mechanism, interconnecting the power element of the motor with a part of the transmission, and electrical means for controlling the operation of said valve means including a manually operated switch, a single pole double'throw governor operated switch including two fixed contacts, electrical means interconnecting the latter two switches, a selector switch operated by the motor and including four fixed contacts and a movable contact, one of said fixed contacts being grounded, another of said fixed contacts being electrically connected to one of the fixed contacts of the goveiinor operated switch, and another of said fixed contacts being electrically connected to the other of the two fixed contacts of the governor operated switch, electrical means, connecting, in

series, one of the four fixed contacts, a valve op- "e'rated solenoid, a manually operated selector switch, and a battery; and electrical conductor means connecting a part of the latter electrical means with one of the fixed contacts of the govincluding a single pole double throw governor controlled switch, a manually operated switch electrically connected with the movable contact of the governor controlled switch, a power operated selector switch including a movable contact and a plurality of fixed contacts electrically connected to the governor operated switch, electrical means, including a battery, a valve operating solenoid, and electrical conductor means, connected with the movable contact of the selector switch; and other electrical conductor means connecting a portion of the aforementioned electrical conductor means with one of the fixed contacts of the power operated switch to thereby provide means for shunting the latter switch to maintain an energization of the valve operating solenoid when the manually operated switch is closed and the governor operated switch is established in a certain setting.

14. Mechanism for alternately eifecting first one and then the other of two settings of a change speed transmission and for operating a friction clutch to facilitate said operation including a fluid pressure motor and an alternator mechanism interconnecting the motor and transmission, valve means for controlling the operation of said motor, and electrical means for controlling the operation of said valve means including a single pole double throw governor controlled switch, a manually operated switch electrically connected with the movable contact of the governor controlled switch, a power operated selector switch including a movable contact and a plurality of fixed contacts electrically connected to the governor operated switch, electrical means, including a battery, a valve operating solenoid, and electrical conductor means, connected with the movable contact of the selector switch; other electrical conductor means connecting a portion of the aforementioned electrical conductor means with one of the fixed contacts of the power operated switch to thereby provide means for shunting the latter switch to maintain an energization of the valve operating solenoid when the manually operated switch is closed and the governor operated switch is established in a certain setting; and electromagnetic means for controlling the operation of the alternator mechanism when the governor operated switch is established in the latter setting.

EARL R. PRICE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,773,216 Campbell Aug. 19, 1930 2,169,216 Bloxsom Aug. 15, 1939 2,187,824 Britton Jan. 23, 1940 2,208,828 Adams July 23, 1940 2,222,913 Pescara Nov. 26, 1940 2,223,406 Chisholm Dec. 3, 1940 2,234,463 Bre'wer Mar. 11, 1941 2,277,830 Phillips Mar. 31, 1942 2,327,063 Randol Aug. 17, 1943 2,487,482 Schotz Nov. 8, 1949 2,514,002 Long July 4, 1950 2,528,772 Neracher Nov. 7, 1950 

